Kawasaki's Got Game

We think it was only a matter of time before someone stepped up to the plate to challenge Polaris’ sole owner- ship of the sport/performance four-seat side-by-side segment. The RZR 4, available in 800 and 900 engine con- figurations, has had an unchallenged run for a while now.

That is until late last year when Kawasaki unveiled the Teryx4. When Kawasaki presented the Teryx4 to a partisan, but very enthusiastic, crowd of dealers at its annual dealer show, held

in Orlando, FL, last year, it was obvious by the response that Kawi dealers were eager to have something to compete against the popular RZR 4.

Most everyone knows the success Polaris is having with its RZR lineup— and that includes the four-seater—and Kawasaki wanted a piece of the action. 

However, when you come second to the game, you have to do things a little differently to garner attention; you know, do stuff that shouts, “Hey look at me.”

Here are some areas where Kawasaki did just that.

Rear Seating Room Kawasaki has the edge here. An average-height person can sit in the back seat and still have a little leg room while not having to sit spread eagle so that their knees don’t hit the back of the front seats. We did a little measuring and here’s what we found. In the RZR 4 800 there is 6.5 inches from the front of the rear seat to the back of the front seat. On the Kawasaki Teryx4, there is 10 inches.

Another thing about the seats, while we’re on the topic. This really isn’t in comparison to another brand’s vehicle, just the Teryx4. The Teryx4’s high-back bucket seats are nice and comfortable, which we think helps in how the ve- hicle feels when riding the bumps. The seat has a nice feel and cushion to it.

The front bucket seats are adjustable with three positions to choose from.

A common hand wrench is needed to make the adjustment, though, as there is no hand lever like on a car to move the seat. RZR seats are not adjustable.

Rear Seating Position The rear seats on the Teryx4 are mounted higher than the front seats, giving the passen- gers in the rear a better view forward. The rear seats are also offset a little (situated inward) from the front seats, which also allows the rear passengers to have a better view forward. They’re not offset a lot, but just enough so that you don’t have to look around the person in front of you, compared to if you were sitting right behind the front seat.

While not unique to the Teryx4, there is a full length rear grab bar for the rear passengers to hold on to while riding.

Doors Doors are standard on the Teryx4. For some folks it might be an aesthetic thing—the doors do comple- ment the entire look of the Teryx4— while for others it could be an added safety feature and still others look at doors as some added protection against mud and water.

Kawasaki officials on two different occasions told us that dealers and con- sumers like the doors because they’re more appealing and give the Teryx4 a nice fit and finish.

Electronic Power Steering This is a definite edge. There’s just something about EPS that makes a vehicle that much more fun to drive. This is especially true in this class where it’s assumed you’re going to ride a little harder over rougher terrain than you might in other side-by- sides. Note that one of Kawasaki’s Teryx4 models does not have EPS: the 750 4x4 base model. EPS comes standard on the other three Teryx4 models.

Kawasaki’s EPS uses input from the vehicle’s speed and torque sensors to determine the amount of steering as- sistance needed from the system’s motor (manufactured by Showa). With that input, the EPS motor’s inertia reduces bump steer and kickback to the steer- ing wheel caused by jolts or shocks to the wheels, giving the driver a more controlled ride.

During our Teryx4 ride at the Brim- stone Recreation Area near Huntsville, TN, we rode both the non-EPS Teryx4 and Teryx4 with EPS. The non-EPS vehicle works fine in most conditions but when we got to the tight twisties on the trail or went over larger rocks, it almost felt like the steering wheel was going to jerk right out our hands. It’s in those conditions you appreciate EPS the most.

Save your lunch money and spend the extra bucks to buy a Teryx4 with EPS. It’s worth every penny if you tend to ride harder than your average Sunday driver.

Wheelbase Some riders like a longer wheelbase for that feeling of added stability, a larger footprint, if you will. Kawasaki feels the Teryx4’s shorter wheelbase—86.1 inches vs. the RZR 4 800’s 103 inches—gives its vehicle a shorter turning radius, which can be handy in tight situations. Kawasaki claims to have the shortest turning radius in its class.

 Towing Capacity It’s no secret Polaris makes no bones about not having towing capacity on its RZR models. Polaris views its RZRs as pure sport/adventure vehicles. Kawasaki, however, with the Teryx4’s 1,300-pound towing capacity, thinks its vehicle has the edge.

      Of course there are advantages going the other way, too. The RZR 4 800 has a bit morehorsepower (88) than the Teryx4’s 750, even though the cc edge (Polaris: 760; Kawasaki: 749) is slight. Kawasaki doesn’t release horsepower figures so we can’t make statistical com- parisons, just seat of the pants.

However, when comparing the Teryx4 to other Teryx models, there is horsepower difference. Kawasaki, the first manufacturer to bring a V-twin engine to the off-road side, has tweaked the engine in the Teryx4 to get more peak horsepower than the standard Teryx. A lot of the difference in the two vehicles’ engines is due to equal exhaust headers. That accounts for approxi- mately 15 percent more power for the Teryx4 than the two-seat Teryx.

The digital fuel injection is also up- graded for the Teryx4 to help enhance throttle response while automatically adjusting for changes in temperature and elevation.

The engine sits in about the middle of the all-new frame specifically de- signed and built for the Teryx4. Over and over again we heard from Kawasaki officials, “We didn’t just stretch the chassis of the two-seater.” The double X  construction bridges each of the boxed sections with cross members (the Xs are side-by-side, not front to back), offering superior rigidity and minimal torsional flex.

Four models of the Teryx4 are avail- able for 2012. The standard model ($13,399) comes with black doors, is non-EPS and is available in two colors. Next up the food chain is EPS model. Of course, it has EPS, but also two- tone seats, doors with matching body panels, over fenders, A-pillar covers and comes in two colors: camouflage Realtree APG HD ($14,999) and vibrant blue ($14,399). Finally, there is the EPS LE model, which has the added features of EPS, two-tone seats, cast wheels and an OEM plastic sun top. The LE model comes in two col- ors and has an MSRP of $15,199. DT